Sorry for the re-post of the message below, but I don't get my own posts back from the matronics server.Can anyone tell me if they got a .pdf attachment with the previous post of this message?Thanks,CharliePlease forgive the rough looking drawing; I've never had time to learn a
cad program, so I tweaked a z drawing with MS Paint to create the
attached. Ignore
the fused feeder values on the engine bus; most are artifacts from my cut &
paste operation. Both alternators in the drawing are auto-style internally
regulated; the engine comes with an IR alternator, and I just hung a 2nd
where the air conditioner compressor used to reside. As yet unresolved in
this draft is the fact that both OV modules can 'see' both alternators. My
original intent was to run both alternators all the time, but I may modify
that idea to primary/backup.

My controller (from Real World Solutions, specifically for Mazda rotary
engines) does have primary/secondary controllers in one box, but a single
power feed to the controllers. The RWS controllers have been set up this
way for over 20 years. Over the years, multiple fliers have had controller
issues requiring switching to the backup controller, but none have ever had
a power supply failure to the box caused by an issue with one controller. If
the controller box had separate power feeds to each controller, it would
obviously beg for running one from the a/c bus, but I'm not sure that would
be a good thing, from the standpoint of trying to keep the systems similar
(as possible) to old habit driven pilots. The controllers' control of the
injectors & ignition coils is switched by an external control, which drives
a bank of internal relays to do the switching (I believe this is how the
ones for a/c engines do it, as well). Power to each injector & coil is
individually fused; the controller switches the ground side of the
injectors/coils. There are dual Walbro high pressure fuel pumps, each
with it's own fuse/switch.

The choice to have an engine master was driven by the same logic mentioned
earlier. Just as the airframe can go dark without affecting the engine, a
typical a/c can shut off the engine by turning a key or flipping a pair of
mag switches. The engine master switch is my 'mag switch'. But I'm not
married to this, is there good reason to change?

If the above isn't clear, I can try to do a rough drawing of power flow to
the engine's power feeders.

Charlie

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Sorry for the re-post of the message below,
but I don't get my own posts back from the matronics server.
Can anyone tell me if they got a .pdf attachment with the previous post of
this message?
Thanks,
Charlie

Please forgive the rough looking drawing; I've never had time to learn a
cad program, so I tweaked a z drawing with MS Paint to create the
attached. Ignore
the fused feeder values on the engine bus; most are artifacts from my cut &
paste operation. Both alternators in the drawing are auto-style internally
regulated; the engine comes with an IR alternator, and I just hung a 2nd
where the air conditioner compressor used to reside. As yet unresolved in
this draft is the fact that both OV modules can 'see' both alternators. My
original intent was to run both alternators all the time, but I may modify
that idea to primary/backup.

My controller (from Real World Solutions, specifically for Mazda rotary
engines) does have primary/secondary controllers in one box, but a single
power feed to the controllers. The RWS controllers have been set up this
way for over 20 years. Over the years, multiple fliers have had controller
issues requiring switching to the backup controller, but none have ever had
a power supply failure to the box caused by an issue with one controller. If
the controller box had separate power feeds to each controller, it would
obviously beg for running one from the a/c bus, but I'm not sure that would
be a good thing, from the standpoint of trying to keep the systems similar
(as possible) to old habit driven pilots. The controllers' control of the
injectors & ignition coils is switched by an external control, which drives
a bank of internal relays to do the switching (I believe this is how the
ones for a/c engines do it, as well). Power to each injector & coil is
individually fused; the controller switches the ground side of the
injectors/coils. There are dual Walbro high pressure fuel pumps, each
with it's own fuse/switch.

The choice to have an engine master was driven by the same logic mentioned
earlier. Just as the airframe can go dark without affecting the engine, a
typical a/c can shut off the engine by turning a key or flipping a pair of
mag switches. The engine master switch is my 'mag switch'. But I'm not
married to this, is there good reason to change?

If the above isn't clear, I can try to do a rough drawing of power flow to
the engine's power feeders.

Charlie

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Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:

Thanks, Rick. I just emailed Matt about this, & he said nothing in the Matronics system should cause it. I need dig through my settings (on several different computers) to see if I've messed up somewhere.
On Mon, Oct 22, 2018 at 3:33 PM Rick Beebe <rick(at)beebe.org (rick(at)beebe.org)> wrote:

Quote:

Yes.

On 10/22/2018 4:11 PM, Charlie England wrote:

Quote:

Quote:

Quote:

Sorry for the re-post of the message below,
but I don't get my own posts back from the matronics server.
Can anyone tell me if they got a .pdf attachment with the previous post of
this message?
Thanks,
Charlie

Please forgive the rough looking drawing; I've never had time to learn a
cad program, so I tweaked a z drawing with MS Paint to create the
attached. Ignore
the fused feeder values on the engine bus; most are artifacts from my cut &
paste operation. Both alternators in the drawing are auto-style internally
regulated; the engine comes with an IR alternator, and I just hung a 2nd
where the air conditioner compressor used to reside. As yet unresolved in
this draft is the fact that both OV modules can 'see' both alternators. My
original intent was to run both alternators all the time, but I may modify
that idea to primary/backup.

My controller (from Real World Solutions, specifically for Mazda rotary
engines) does have primary/secondary controllers in one box, but a single
power feed to the controllers. The RWS controllers have been set up this
way for over 20 years. Over the years, multiple fliers have had controller
issues requiring switching to the backup controller, but none have ever had
a power supply failure to the box caused by an issue with one controller. If
the controller box had separate power feeds to each controller, it would
obviously beg for running one from the a/c bus, but I'm not sure that would
be a good thing, from the standpoint of trying to keep the systems similar
(as possible) to old habit driven pilots. The controllers' control of the
injectors & ignition coils is switched by an external control, which drives
a bank of internal relays to do the switching (I believe this is how the
ones for a/c engines do it, as well). Power to each injector & coil is
individually fused; the controller switches the ground side of the
injectors/coils. There are dual Walbro high pressure fuel pumps, each
with it's own fuse/switch.

The choice to have an engine master was driven by the same logic mentioned
earlier. Just as the airframe can go dark without affecting the engine, a
typical a/c can shut off the engine by turning a key or flipping a pair of
mag switches. The engine master switch is my 'mag switch'. But I'm not
married to this, is there good reason to change?

If the above isn't clear, I can try to do a rough drawing of power flow to
the engine's power feeders.

Charlie

- The Matronics AeroElectric-List Email Forum -

Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:

Charlie,
You have been bitten by a well-known Gmail "issue." Gmail silently deletes the copy of the message that comes back to you from the Matronics system. There is no workaround; you just have to trust that it worked.
-- Art Z.

Thanks, Rick. I just emailed Matt about this, & he said nothing in the Matronics system should cause it. I need dig through my settings (on several different computers) to see if I've messed up somewhere.

Charlie,
You have been bitten by a well-known Gmail "issue." Gmail silently deletes the copy of the message that comes back to you from the Matronics system. There is no workaround; you just have to trust that it worked.
-- Art Z.

Thanks, Rick. I just emailed Matt about this, & he said nothing in the Matronics system should cause it. I need dig through my settings (on several different computers) to see if I've messed up somewhere.

Charlie,
You have been bitten by a well-known Gmail "issue." Gmail silently deletes the copy of the message that comes back to you from the Matronics system. There is no workaround; you just have to trust that it worked.
-- Art Z.

Thanks, Rick. I just emailed Matt about this, & he said nothing in the Matronics system should cause it. I need dig through my settings (on several different computers) to see if I've messed up somewhere.

Yep, I got a copy of the email asking if anyone got that attachment. Very strange.
Sent from BlueMail On Oct 22, 2018, at 9:23 PM, don van santen <donvansanten(at)gmail.com (donvansanten(at)gmail.com)> wrote:

Charlie,
You have been bitten by a well-known Gmail "issue." Gmail silently deletes the copy of the message that comes back to you from the Matronics system. There is no workaround; you just have to trust that it worked.
-- Art Z.

Thanks, Rick. I just emailed Matt about this, & he said nothing in the Matronics system should cause it. I need dig through my settings (on several different computers) to see if I've messed up somewhere.

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